Tank-car.



PATENTED SEPT. 13, 1904.

G. I. KING.

TANK GAR.

APPLIGATION FILED MAE. 7, 1904.

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No. 769,906. PATENTED SEPT. 18, 1904. G. I. KING.

TANK CAR.

APPLICATION FILED MAR. 7, 1904.

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G. I KING.

TANK OAR.

APPLICATION FILED MAR. 7. 1904.

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PATENT EEicE.

TANK-CAR.

SPECIFICATION forming part of Letters Patent No. 769,906, dated September 13, 1904.

Application filed March '7, 1904.

To all whom, it may concern:

Be it known that I, GEORGE 1. KING, a citizen of the United States, residing at Middletown, Dauphin county, Pennsylvania, have invented a certain new and useful Improvement in Tank-Cars, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying draw-- ings, forming part of this specification, in which Figure 1 is a fragmentary top plan view of a tank-car constructed in accordance with my invention, the tank being illustrated in dotted lines. Fig. 2 is a Vertical longitudinal sectional view of the tank-car. Fig. 3 is a crosssectional view of the car body or platform on the line 3 3 of Fig. 1. Fig. 4 is a similar view on the line 4 4 of Fig. 1. Fig. 5 is a fragmentary perspective view of portions of the center sill and the bolster; and Fig. 6 is a fragmentary perspective view of one end of the platform, the floor-plates being removed.

This invention relates to railway-cars, and particularly to the type known as tank-cars, the primary object being to so strengthen the underframing as to obviate the liability of the frame being injured or unduly strained in end-on collisions.

Another object is to provide means for efficiently supporting the draft-rigging and relieve the strain to which the center sills are ordinarily subjected; and a still further object is to generally improve the construction of cars of the platform type.

In the drawings illustrating the preferred embodiment of my invention, 1 designates the longitudinal center sills, and 2 the side sills. The side and center sills are terminally connected to the Z-plates 3 by the angle-plates 4 and the bottom flanges 5, which constitute a part of the plates 3. The center sills 1 have portions 6 cut away near their respective ends for the reception of the box-bolster 7, which is substantially the same in construction as the one illustrated and described in my application filed December 26, 1902, serially numbered 136,705, said bolster comprising a top channel 8, connected to the angles 9 and Serial No. 196,958. (No model.)

10 by plates 11 and 12, the lower cover-plate 13 being secured to the said angles 9 and 10 and the flanges of the center sills by fastening devices 14. 15 designates the draft sills, which are interposed between the center sills and are of varying depths.

, By reference to Fig. 6 it will be noticed that the center sills are of relatively greater depth than the side sills 2, and the forward or end extremities of the draft-sills 15 are of substantially the same depth as the center sills, the portions adjacent the bolster being cut away to provide relatively narrow portions 16, provided with right-angularly-disposed flanges 17 coextensive with the flanges 18, forming a part of the relatively deep portion of the draft-sills. It willalso be observed that the flanges 17 are substantially parallel with but lie in a different plane than that of the flanges 18, the purpose of which will be hereinafter more clearly defined.

The draft-sills are spaced away from the center sills and are connected to the end sills by angle-plates 19. The draft-sills are also connected to the bolster 7 by the angle-plates 21, which rest in the angles of the draft-sills. 20 are angle-plates similar to those designated by the numeral 4, and these angle-plates 20 are secured to the center sills on opposite sides to the sides carrying the plates 21. The plates 20 assist in tying the bolster to the underframing of the car. The plates 21 are fastened to the respective draft-sills by means of fastening devices which pass through the flanges 22 and the intermediate portions of the plates 21 are connected to the bolster in an obvious manner.

21 designates a spacing-plate which is interposed between the respective center sills, said plate being provided with right-angularly-disposed flanges 21, which are secured to the center sills, and between the flanges and the center sills are the fillerplates 21. In order to give additional strength to the draftsills, this spacing-plate 21 is secured to the top flanges 17 thereof in an obvious manner.

23 designates a casting which is coextensive with the space between the center sills, to which it is secured, and this casting rests upon the top plate or channel 8 of the bolster 7, to which it is secured. The floor-sills 24, disposed above the bolster, comprise built-up structures, including angles 25, to which the floor-sheets 26 can be secured, and angles 27 secured to the channel 8, which angles 25 and 27 are connected by the web-plates 28. The floor-sills just described are also connected to the center sills by the angle-plates 29 and to the side sills by the angles 30. Attention is called to the fact that the floor-sills 24 are relatively shallow, while the floor-sills interposed between the bolsters and designated by the reference-numeral 31 are relatively deep.

By reference to Fig. 4 it will be noticed that the intermediate floor-sills 31 consist of approximately parallel angles 32, between which are secured the web-plates 33. One end of each web-plate is coextensive in depth with the depth of the center sill and is connected thereto by the angle-plates 34, while the other end of the web 33 is relatively shallow to coincide with the depth of the side sill, to which it is secured by the angle-plates 35.

36 designates intermediate castings which are interposed between the center sills and are provided with seats 37, alining with the seats 38 in the castings 23. It will be observed that the floor-sheets 26 extend from the center sills to the side sills, so that a walk is provided on either side of the tank, and each side sill preferably supports a guard-rail 39. In addition these floor-sheets form, in combination with the sills, two parallel channel-beams, the webs of which are the floorplates. and the depending flanges are the sills. This construction is very rigid as regards collision shocks. Suitably disposed on either side of the longitudinal center of the car is a plurality of saddles 40, curved on the same arc as the castings 23 and 36 and provided with seats 41 for the reception of longitudinally-disposed cradle-strips 42, which assist in supporting the tank when it is mounted on the car.

43 designates one of the end seats for the tank, which in Fig. 2 is illustrated as having a flange 44, resting upon the floor-sheet, and a curved portion conforming to the curved portion 45 of the draft-sills. An end wall 46 is provided in this casting to coincide with a portion of the end of the tank, so that it will rest flush against the end of the tank and cooperate with its companion casting at the opposite end of the car to prevent a longitudinal movement of the tank. By making the draft-sills of varying depthsthat is, by providing a relatively deep portion and a relatively shallow portion for each draft-sillthe tank can preserve its form without interfering with the function of the draft sills. The flanges 17 not only strengthen the draftsills, but perform the additional function of providing means whereby the castings 43 can be held rigid to the car-body.

In practice it is contemplated to, have the entire strain of the draft-rigging carried by the draft-sills, so that in the event of excessive strain due to collisions or other cause all of the strain will be resisted by the draft-sills, and in the event that the strain is suflicient to rupture any part of the car-platform the draftsills will be the only parts strained or buckled. Inasmuch as these draft-sills can readily be removed and new ones applied without affecting the remaining part of the car their utility will be apparent.

By reference to Fig. 6 it will be observed that the end sill-is deepest at its center. The reason for this is toprovide a maximum strength and accommodate the end sills to the relatively shallow side sills and the relatively deep center sills.

I am aware that minor changes in the construction, arrangement, and combination of the several parts of my device can be made and substituted for those herein shown and described without in the least departing from.

the nature and principle of my invention.

Having thus described the invention, what is claimed as new, and desired to be secured by Letters Patent, is-

1. In a car, the combination with side sills, center sills, and a bolster, of draft-sills interposed between the center sills and extending from the end of the car to the bolster, said draft-sills having relatively shallow portions beginning at approximately the middle of their length and extending to the bolster and relatively deep portions extending from the end of the shallow portions to the end sill of the car and flanges on all of the longitudinal edges of the draft-sills; substantially as described.

2.. In a car, the combination with the side sills, the center sills and a bolster, of draftsills interposed between the center sills and the end sills and connected thereto, said draftsills having relatively shallow portions provided with flanges, said shallow portions extending from the middle of the sills to the bolster, and relatively deep portions provided with flanges and extending from the middle of the sills to the end sills of the car; sub stantially as described.

3. A metallic car-body having draft-sills of various depths, and having flanges on all longitudinal edges thereof, the deeper portions of the draft-sills being adjacent the end sills, and the shallow portions being adjacent the bolster; substantially as described.

4. A metallic car-body having draft-sills of various depths, the relatively deep portions extending above the relatively shallow portions and parallel flanges on the relatively deep portions and the relatively shallow portions; substantially as described.

5. A car-body having draft-sills provided with relatively deep portions and relatively shallow portions, and formed from a commercial channel-beam with flanges on the respective edges of the relatively deep portions and the relatively shallow portions; substantially as described.

6. A car-body having draft-sills comprising commercial beams of various depths, the relatively deep portions extending above the relatively shallow portions and flanges carried by all of the longitudinal edges of the beams; substantially as described.

7. A car-body having draft-sills comprising channels with cut-away portions, and flanges at the cut-away portions; substantially as described.

8. A car-body having relatively deep center sills, relatively shallow side sills, end sills of varying depths connecting the side sills and center sills, draft-sills interposed between the center sills and having portions of their widths coextensive with the depths of the center sills; substantially as described.

9. In a car, side sills, relatively deep center sills, bolsters connected to the side sillsand center sills, and draft-sills interposedbetween the center sills and terminally secured to the bolsters and end sills; substantially as described.

10. In a car, end sills deeper at their middle portions than at the ends, relatively shallow side sills connected to the shallow portions of the end sills, relatively deep center sills connected to the deep portions of the end sills, a flange in line with the top edge of the end sill, oppositely-disposed flanges at the top and bottom edges of the end sill, the bottom flange being of extended width and connected to the side and center sills; substantially as described.

11. In a car, side sills, center sills, and end sills, bolsters supporting the side and center sills, draft-sills connected to the end sills and the bolsters, and angle-plates for securing the draft-sills to the end sills and the bolsters; substantially as described.

12. In a car, relatively shallow side sills and relatively deep center sills, bolsters connected to the bottom edges of the respective side sills and passing through openings in the center sills, floor-sills on top of the bolsters and extending to the top of the center sills and side sills, and floor-sheets connected to the tops of the center sills, floor-sills and side sills; substantially as described.

13. In a car, relatively shallow side sills and relatively deep center sills, bolsters connected to the bottom edges of the respective side sills and passing through openings in the center sills, floor-sills on top of the bolsters and extending to the top of the center sills and side sills, said floor-sills comprising web-plates and oppositely-disposed flanges connected to the respective edges of the floor-sills, and

floor-sheets connected to the tops of the center sills, floor-sills and side sills; substantially as described.

14. In a car, side sills and center sills, castings provided with seats and interposed between the center sills, fioor-sheets connected to the tops of the center sills and side sills, and saddles supported by the floor-sheets, said saddles and castings being curved on the same are and conforming to the arc of the tank; substantially as described.

15. In a car, side sillsand center sills, castings provided with seats and interposed between the center sills, fioor-sheets connected to the tops of the center sills and side sills, saddles supported by the floor-sheets, said saddles and castings being curved on the same are and conforming to the arc of the tank and being provided with seats, and cradle-strips in said seats; substantially as described.

16. A draft-sill for cars, comprising a commercial channel having a portion of its web and one flange cut away from a point intermediate the ends of the channel to one end thereof, and a flange carried by the edge of the channel from which a portionhas been removed, said flange being parallel with the remaining flanges of the channel; substantially as described.

In testimony whereof I hereunto aflix my signature, in the presence of two witnesses, this 27th day of February, 1904.

GEORGE I. KING.

itnesses:

WM. A. CRoLL, JOHN H. FRANK. 

